Improvement in-valves fori steam and a



H. EpMARCHA'ND.

Valve for Steam'and Air-Brakes.

THE GRAPHIC G0.9MOT0.LITH.39 &41 PARK PLACKJLY.

HENRY E. MARCHAND, OF PITTSBURG, PENNSYLVANIA.

IMPRVEMENT INAVALVES FQR STEAM AND AIR BRAKES` Specication forming part of Letters Patent No. E63,09,' dated May 11, 1875; application filed November 1l, 1874.

To all whom tt may concern:

Be it known that I, HENRY E. MARCHAND, of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Valves for Steam and Air Brakes, of which the following is a specification:

My invention relates to certain improvements in that class of air-brakes in which the brake is set by relieving the pressure in the conducting-tube, which releases a valve and allows it to be thrown forward, establishing communication between the piston-cylinder and a reservoir containing compressed air, which, operating againstthe piston, applies the brakes. My present invention is intended to improve upon the Letters Patent granted to me October 6, 1874, No. 155,738, wherein is employed a three-seated or triple valve, in connection with the airreservoir and pistoncylinder. My invention consists in a new and improved duplex valve, which operates in combination with the said reservoir and piston-cylinder, said valve being made with but two seats and one chamber or port, instead of two, as heretofore, whereby the brake may be much more rapidly and readily set or applied, and all liability of the air to pass between said valve andthe valvebox will be avoided, as hereinafter fully described.

In the drawings, Figure lis a sectional view of my apparatus, showing the position of the valves when the brakes are thrown off. Fig. 2 represents a similar view, showing the position of the valves when the brakes are applied. Fig. 3 represents an end view of the apparatus, and Fig. 4, detached views of the duplex valve.

A represents the reservoir for the compressed air, and B the piston-cylinder. rIhe air-reservoir A communicates with the valvebox C, which is connected to a suitable airpump by means of a pipe or hose, D. The air-reservoir and cylinder are formed with flanges at the edges where they join, and are unitedin any convenient manner, a diaphragm, E, of suitable material being interposed between the two, as shown. To one side of the cylinder and reservoir a valve-chest, c, is secured, communicating with said reservoir and cylinder by means of ports F Gr H.

Said

valve-chest is, preferably, made separate from the cylinder and bolted or otherwise secured to the same, the surface being properly leveled or faced for the purpose. rlhe upper end of the port F in the reservoir is countersunk, anda disk of wire-gauze set therein to prevent ashes, cinders, or other injurious substances from inding their way into the reservoir and piston-cylinder. To the lower part of said port is applied a valve, I, opening inwardly and provided with a spiral spring, k, by which it is kept to its seat. The port F is the induction-port through which the air is forced into the reservoir. G is the eductionport leading into the valve-chest immediately below the valve, and H is a port connecting the valve-chest with the piston-cylinder, which serves as an induction or eduction port to the same, as occasion may require. The improved valve is represented by the letter L, and it consists of two solid sections, l Z', bolted or formed upon a stem or rod, M, so as to leave a single port or chamber between them. Said sections are coated with lead or other suitable soft metal, and accurately turned to lit the valve-chest. rlhe front section, Z, is of sufficient length to close the port G when the valve is in position shown in Fig. 2. The valvechest is cylindrical in its interior to correspond with the shape of the valve, and is provided with an eduction-port, N, for the escape of the air when the piston is thrown back. The valve may be inserted at either end of the valve-chest, before the heads P P" are applied, a spiral spring, Q, being placed behind the valve at the end over the piston-cylinder, as shown, in order to press the valveforward when the pressure in the tube D is relieved. Either head of the valve-chest may be conneeted to the pump by means of a suitable tube or hose, D, as will be evident. R represents a tube provided with a' cock leading from the reservoir, by means of which the same may be emptied of compressed air when desired. In practice, this tube is extended upward to the platform of the car so as to be under the control of the brakeman.

The operation of my apparatus is as follows The parts being suitably connected, air is forced into the valve-chest, and froln the saine into the reservoir. The air forces the pressure in the pipe D, the spring throwing the valve L forward so as to establish communication between the ports G and H, allowing the compressed air to act upon the piston, thus setting the brakes.

The duplex valve L, working in a valvechest, C, in combination with the ports F G H,

reservoir A, and piston-cylinder B, substantially as herein described.

In testimony that I claim the foregoing, I have hereunto set my hand.

HENRY E. MARCHAND.

Witnesses:

J AMES L. NoRRIs, J os. L. CooMBs. 

